PFD+&+ND+A320+A330

PFD & ND A320/A330 Ig. P. Djatmiko

04 May 2004 TIDAK UNTUK TERBANG

BADGER’S NOTES

Note: 1. Reference: FCOM, DSC-22_30-100

2. Terdapat perbedaan dikarenakan MSN yg berbeda.

Auto Thrust

Operation

Vertical Mode Lateral Mode Approach

Capabilities

Auto flight

Status

1st LINE MAN

FLEX 54

SRS RWY

2nd LINE 1FD2

3th LINE A/THR

1st LINE SPEED ALT* HDG CAT 3 AP1+2

2nd LINE G/S LOC DUAL 1FD2

3th LINE SPEED SEL: 180 DH 100 A/THR

FIRST LINE

MAN

TOGA

MAN

FLEX 54

MAN

MCT

MAN

DTO

MAN THR

THR MCT

THR CLB

THR DCLB 1(2)

THR IDLE

THR LVR

THR DES

SPEED /

MACH

A. FLOOR

TOGA LK

FIRST LINE

SRS

CLB

OP CLB

ALT*

ALT CST (*)

ALT CRZ*

ALT

ALT CST

ALT CRZ

DES

OP DES

EXP CLB

EXP DES

G/S (*)

V/S ± XXXX

FPA ± X.X

TCAS

FIRST LINE

RWY

RWY TRK

HDG or

TRK

NAV

LOC*

LOC

APP NAV

GA TRK

FIRST LINE

CAT 1

CAT 2

CAT 3

FIRST LINE

AP1 + 2

AP1

AP2

SECOND LINE

LVR CLB

(flashing)

LVR MCT

(flashing)

SECOND LINE

CLB

OP CLB

ALT

ALT

ALT CRZ

DES

G/S

FINAL

SECOND LINE

LOC

APP NAV

NAV

SECOND LINE

SINGLE

DUAL

SECOND LINE

X FD Y

THIRD LINE

LVR ASYM

THR LK

(flashing)

THIRD LINE

SPEED

SEL:XXX

MACH

SEL:.XX

TCAS

THIRD LINE

THIRD LINE

MDA/MDH

XXXX

DH XXX /

NO DH

BARO XXX

RADIO XXX

/ NO DH

THIRD LINE

A/THR

A/THR

AP/FD COMMON MODES

(Combined Vert / Lat Modes)

ROLL OUT

FLARE

LAND

FINAL APP

SPECIAL MESSAGES (at Third Line)

USE MAN PITCH TRIM

MAN PITCH TRIM ONLY

DECELERATE

MORE DRAG

CHECK APPR SELECTION

SET GREEN DOT SPEED

SET HOLD SPEED

MACH SEL: .XX / SPEED SEL: XXX



BADGER’S NOTES

(Column 1)

Auto Thrust Operation

FIRST LINE

DISPLAY MEANING MAN TOGA

A/THR is armed, at least one thrust lever is in TOGA detent.

MAN

FLEX 54

A/THR is armed, at least one thrust lever is in MCT/FLX detent, with FLX TO temp set at 50 °C. The other

thrust lever is at, or below the MCT/FLX detent. 50 is displayed in blue. MAN

MCT

A/THR is armed, at least one thrust lever is in MCT detent. The other is at, or below this detent.

MAN DTO

A/THR is armed, at least one thrust lever is in MCT/FLX detent, with an entered derated level. The other thrust lever is at, or below the MCT/FLX detent.

MAN THR A/THR is armed. This indication is not displayed during TO or GA phases. The most advanced thrust lever is above the CL detent, while the other is in CL detent, or both thrust

levers are above CL detent. THR MCT A/THR is active in thrust mode and the most advanced thrust lever is in the MCT detent (engine-out). THR CLB A/THR is active in thrust mode and the most advanced thrust lever is in the CL detent.

THR DCLB 1(2) A/THR is active in thrust mode. The most advanced thrust lever is in the CL detent, and the flight crew has

selected a derated climb. THR IDLE A/THR is active in thrust mode and commands idle thrust. THR LVR A/THR is active in thrust mode with either both thrust levers out of CL, or MCT detent, or at least one

thrust lever in CL detent and the other beyond CL detent. THR DES A/THR is active in thrust mode and commands a reduced thrust, while DES mode is engaged. SPEED or

MACH The auto thrust is armed; with the most forward thrust lever above the IDLE detent and up to and including the CLB detent. (MCT single engine) Thrust will vary as required to attempt to maintain the

vertical path commanded.

Airspeed is ignored if the vertical path cannot be maintained.

SPEED is annunciated when IAS is being referenced

MACH is annunciated when referencing MACH A. FLOOR While in Alpha Floor conditions, the A/THR is engaged and TOGA thrust is commanded regardless of thrust

lever position. TOGA LK TOGA Lock is engaged following an Alpha Floor engagement.

A/THR must be disconnected and rearmed to regain A/THR control

SECOND LINE

LVR CLB

(flashing)

Request to set the thrust levers in CL detent.

LVR MCT

(flashing)

Request to set the thrust levers in MCT detent.

THIRD LINE

LVR ASYM One thrust lever is set out of the CL (or MCT) detent with A/THR active (2 engines only).

THR LK

(flashing)

The thrust is frozen due to a non-standard A/THR disconnection (FCU disconnection or failure).



BADGER’S NOTES

(Column 2)

Vertical Modes

FIRST LINE

DISPLAY MEANING REMARK SRS Mode used at takeoff, or go-around to maintain SRS speed (V2, V2+10,

VAPP...).

Speed Reference system is engaged. A/C will fly the vertical path appropriate for the phase of flight.

Normal Engines T/O = V2 + 10 Engine Failure (T/O) = V2 If failure occurs above V2, current speed

up to V2 + 15

GO Around = VAPP or current speed if higher Windshear = SRS will allow the speed to decrease to maintain 120

fpm climb.

SRS is only available when at least one FD is on and Flap handle greater

than FLAPS 1.

Triggered by the thrust levers at

FLX or TOGA position.

Automatically disengages at ACC ALT, or when another VERT

mode is engaged.

CLB Mode used to climb towards FCU selected altitude along VERT F-PLN

taking into account ALT CSTR. Available, only if NAV mode engaged.

The A/THR is in THRUST mode (CLB).

The speed target may either be

selected or managed. If managed, SPD CSTR, SPD LIM,

and HOLD SPD are taken into

account. ALT mode is always armed;

displayed in magenta, if the next level off is predicted at an

ALT CSTR; and in blue, if the

next level off is predicted at the FCU selected altitude.

DES Descent mode is engaged. The FMGES target altitude is lower than the

actual altitude. ALT CSTR are taken into account.

Vertical Navigation is engaged, and all constraints will be met. (Unless

the FCU altitude is above the constraint alt. NAV mode must be

engaged. If NAV mode is lost or changed DES will revert to OP DES. If DES is pushed prior to the TOD the a/c will enter a 900-1000’ power

on descent. Once the descent profile is intercepted the a/c will attempt to fly the profile using an ECON speed range of ± 20 knots.

VNAV calculates an IDLE descent from TOD to the first constraint, then

a geometric (straight line) descent for the next segment.

Note: If you must level off at an intermediate altitude, Selecting the

PROG page and entering your altitude will force the VNAV to recalculate

the descent. This will also allow you to change the speeds on the descent page once again if ATC issues a speed restriction

OP CLB Mode used to climb/descend directly to the FCU selected altitude.

These modes disregard all ALT CSTR. The A/THR is in THRUST mode (CLB/IDLE).

The aircraft will attempt to maintain the profile speed by varying pitch.

The speed target may either be

selected or managed. ALT mode is systematically armed

and blue. Altitude target is blue

on the PFD.

OP DES

ALT CST (*) ALT CAPTURE at the altitude constraint (vertical profile) is engaged.

Indicates a CLB or DES altitude constraint has been engaged. (* If

captured) and the FCU altitude is above (CLB) or below (DES) the

constraint altitude.

CLB/DES mode are systematically armed (blue).

ALT CST An altitude constraint is held (vertical profile).

ALT* The FCU altitude has been captured. If a new altitude is selected prior to ALT engagement the FCU will revert to V/ S until a new vertical made

is selected. On older aircraft if the FCU altitude is the cruise alt. selected

in the MCDU, ALT* would be replaced by dashes in the vertical mode FMA window.

A/THR SOFT mode engages when FCU selected altitude = CRZ FL.

A/THR SOFT mode is part of the

managed guidance.

ALT An FCU altitude, which is not selected as the cruise altitude, has been

engaged. The aircraft will maintain this altitude exactly. “Hard Altitude “

ALT CRZ* ALT CAPTURE at the CRZ FL is engaged.

ALT CRZ The FCU altitude, which is the preprogrammed cruise altitude or an

altitude higher than the preprogrammed cruise altitude, has been engaged.

Open Descent mode is engaged. The FCU selected altitude is lower than the actual altitude.

EXP CLB A climb at Green Dot will be flown. Disengaged by selecting another

vertical mode.

(Not on A330)

EXP DES An idle descent at .80M/340 Kts. Disengaged by selecting another

vertical mode. Note: The aircraft will not slow to 250 knots @ 10000 feet.

G/S (*) The ILS glide slope has been engaged. G/S* If captured, G/S in blue on

line to for Armed.

Once captured the aircraft will ignore all FCU altitudes to maintain GS.

V/S ± XXXX Vertical Speed mode is engaged to acquire and hold the V/S selected on the FCU. Target is displayed in blue. If the aircraft reaches VLS or VMAX

and cannot maintain the target, the indication is boxed amber and

flashes, and the target pulses..

FPA ± X.X Flight Path Angle mode is engaged to acquire and hold the FPA selected on the FCU. Target is displayed in blue. If the aircraft reaches VLS or

VMAX and cannot maintain the target, the indication is boxed amber

and flashes, and the target pulses.

TCAS (latest MSNs) TCAS mode is engaged. The Auto Flight System (AFS) guidance provides a vertical guidance in accordance with the TCAS

Resolution Advisory order.

Automatically engages when a RA is triggered.



BADGER’S NOTES

SECOND LINE CLB Climb mode is armed before the climb phase.

OP CLB Open Climb mode is armed.

ALT Altitude mode is armed when the target altitude is the FCU selected altitude

ALT Altitude mode is armed when the target altitude is an altitude constraint.

ALT CRZ Altitude mode is armed. Target altitude is the CRZ FL.

DES Descent mode is armed before the descent phase.

G/S Glide Slope mode is armed.

FINAL Final descent mode is armed.

The vertical deviation path of an Approach Nav has been engaged.

Using IR data the FMGC will build its own vertical path. The Path is built from a point 50’ over the

approach end of the runway back to the final approach altitude. FINAL engages automatically when the aircraft intercepts this vertical path. The vertical path will clear all crossing constraints associated with

the approach in a constant descent without leveling off.

Note: Two modes may be armed at the same time : ALT G/S, ALT FINAL, DES G/S, DES FINAL.

THIRD LINE SPEED SEL:XXX Indicates a preset speed associated with the cruise, climb or descent phase.

MACH SEL:.XX Indicates a preset Mach associated with the cruise, climb or descent phase.

TCAS (latest MSNs) TCAS mode is armed.

(Column 3)

Lateral Modes

FIRST LINE

DISPLAY MEANING REMARK RWY Mode used at takeoff to guide the aircraft along the runway center line

using LOC.

RWY mode is engaged.

Provides a steering command utilizing the localizer for the departure

runway from T/O roll through 30’ AGL. A LOC must be associated with the runway in use. If the LOC signal is

lost during the T/O roll a memorized track will be flown.

Triggered by the thrust levers

at FLX or TOGA position.

RWY TRK RWY mode is engaged once airborne at, or above 30 ft.

Provides a lateral path along the extended runway centerline for all runways from 30’ AGL, Unless NAV mode is engaged.

GA TRK Provides a lateral path based on the actual aircraft track at the time a GA was initiated.

Triggered by the thrust levers at TOGA with Slats/Flaps in at

least CONF 1.

HDG or TRK HEADING or TRACK mode is engaged.

The heading or track selected in the FCU window will be flown.

If the heading knob is pulled before it is turned, the aircraft will turn in

the direction the knob is rotated. If the desired heading is set prior to pulling the knob the aircraft will turn in the direction to make the

shortest turn.

Note (A330 only): HDG/TRK is called "basic mode" because

it is a back up mode for certain

situations : ‐ F-PLN discontinuity entry

‐ AP engagement with no FD

‐ Loss of F-PLN

‐ MCDU NAV BACK UP.

NAV NAV mode is engaged to guide the aircraft along the FM lateral F-PLN. Automatically armed at takeoff

unless HDG/TRK is preset. In that case RWY TRK engages

after takeoff.

LOC* LOC capture mode is engaged. Selected by pressing APPR pb

on the FCU; the mode that engages depends upon the

selected approach in the F-PLN.

LOC LOC track mode is engaged.

APP NAV NAV mode is engaged during a non-ILS approach.

The APPR p/b has been pushed and the FMGC is flying the selected

approach.

SECOND LINE LOC LOC mode is armed.

APP NAV NAV mode is armed for a non-ILS approach.

NAV NAV mode is armed.

NAV in blue on line 2 indicates that NAV is armed. A cross track error should be present to indicate your

displacement from the desired course. If not then LNAV will not intercept the course you have selected.



BADGER’S NOTES

(COLUMNS 2 AND 3)

AP/FD Common Modes (Combined Vertical / Lateral Modes)

DISPLAY MEANING REMARK ROLL OUT ROLL OUT mode is engaged.

Lateral guidance is provided for tracking the LOC along the runway.

FD roll out symbol is displayed

on PFD at touch down.

FLARE FLARE mode is engaged.

At approximately 40’ RA LAND is replaced by FLARE. (30’ for an

Autoland)

Automatically engages when a RA is triggered.

LAND LAND mode is engaged below 400 ft RA.

At 400’ AGL the dividing line on the FMA column 2 & 3 disappears along with G/S and LOC and a single mode common to both vertical

and lateral guidance is engaged.

LAND appears first to indicate that approach guidance can no longer be disengaged on the FCU. From this point on the crew must select

TOGA to activate the GA mode and disengage the APPR mode.

Engaged only if LOC mode and

G/S mode are already engaged.

FINAL APP APP NAV and FINAL modes are engaged during a non-ILS approach.

Is the combined mode for a non

ILS approach, FINAL is engaged for vertical NAV and APP NAV is

engaged for vertical NAV, the APP p/b has been pushed.

(Column 4)

Approach Capability FIRST LINE

CAT 1 CAT 1 capability available.

Autoland not available


CAT I Autoland approaches may be flown to CAT II/III runways


SECOND LINE SINGLE CAT 3 capability available, with FAIL PASSIVE condition.

CAT II Autoland approaches may be flown to CAT II/III runways

CAT 3 single will be annunciated until the second AP is coupled.

DUAL CAT 3 capability available, with FAIL OPERATIONAL condition.

CAT III Autoland approaches may be flown to CAT III runways

THIRD LINE MDA/MDH

XXXX

Minimum Descent Altitude or Minimum Descent Height as inserted by the flight crew on the MCDU PERF

APPR page.

Decision height for ILS approaches or MAP altitude for Non-precision approaches has been entered in the

PERF page of the MCDU. At this altitude the altimeter will change to amber.

DH XXX / NO DH

Decision Height as inserted by the flight crew on the MCDU PERF APPR page. NO DH: when NO is inserted on the MCDU PERF APPR page.

Radio Altimeter for CAT II and CAT III approach has been entered in the PERF page of the MCDU.

BARO

XXX

Minimum Descent Altitude or Minimum Descent Height as inserted by the flight crew on the MCDU PERF

APPR page.

RADIO XXX /

NO DH

Decision Height as inserted by the flight crew on the MCDU PERF APPR page.

NO DH: when NO is inserted on the MCDU PERF APPR page.



BADGER’S NOTES

(COLUMN 5)

AP/FD - A/THR Engagement Status FIRST LINE

AP1 + 2 Autopilot 1 and 2 are engaged.

AP1 Autopilot 1 is engaged.

AP2 Autopilot 2 is engaged.

SECOND LINE X FD Y X and Y give the FD engagement status on PFD1 and PFD2.

X and Y can be 1, 2, or –: ‐ –: No FD is engaged on the corresponding PFD

‐ 1: FD 1 is engaged on the corresponding PFD

‐ 2: FD 2 is engaged on the corresponding PFD.

The normal status (FD 1 and 2 are engaged) is 1 FD 2.

THIRD LINE A/THR A/THR is active.

A/THR A/THR is armed and not active.

(COLUMNS 2 AND 3)

Special Messages

Three types of messages are displayed on the third line: ‐ First priority is given to F/CTL messages

‐ Then vertical FM messages

‐ Then EFIS reconfiguration messages.

MAN PITCH TRIM ONLY Displayed in case of loss of L + R elevators.

USE MAN PITCH TRIM F/CTL are in direct law or in flare law with dual RA failure. F/CTL STAB CTL FAULT ECAM caution is trigerred

CHECK APPR SELECTION The aircraft is in cruise at less than 100 nm from the top of descent or in descent or in approach and:

‐ A non-ILS approach has been selected

‐ An ILS frequency is tuned on the MCDU RAD NAV page.



BADGER’S NOTES

Speed Indications PFD



BADGER’S NOTES

ND Symbols

Documents

PFD+&+ND+A320+A330